You could drive it like you stole it, but the 550-horsepower Jaguar XJR is best when you don’t immediately dive head-first into its prodigious power-band.

It sounds cliché to call a 550-horsepower Jaguar sports sedan ‘stately’ and ‘dignified.’ This isn’t an episode of "Downtown Abbey," after all, and the 2014 Jaguar XJR isn’t bashful about making an entrance – or a tire-smoking exit, should sir so desire.

Finished in “Osmium Blue” and riding on a set of matte-grey 20-inch alloy wheels, even the most diehard German sports sedan fanatic would admit that our XJR test car was a gorgeous beast. True to Jag tradition, the XJ still manages to look longer, lower, and that extra little bit leaner than rivals, such as the BMW 7-Series, Mercedes-Benz S-Class, and Audi A8.

It’s certainly lighter than any of them, thanks to Jaguar’s proficiency in lightweight aluminum architecture. Jaguar – along with its SUV sister brand, Land Rover – has been using aluminum construction to trim excess pounds across its entire range of vehicles, from the posh XJ and F-Type sports car, to the brand-new XE compact sedan.

Our test car was in short-wheelbase format and power was sent to the rear wheels - AWD is available in other trim levels of the XJ sedan, however.

(Nick Kurczewski)

Press the gas pedal and the Jaguar XJR accelerates from 0 to 60 mph in only 4.4 seconds.

(Nick Kurczewski)

Tipping the scales at roughly 4,100 lbs., the rear-wheel-drive XJR is several hundred pounds lighter than its aforementioned competition – yes, even the similarly aluminum-intensive Audi A8.

This allows the XJR to have quick reflexes and much sharper dynamics than you’d expect from a car its size. Fitted with Jaguar’s adaptive dynamic suspension, and an extremely smooth 8-speed automatic, the XJR gets around sharp corners with agility and grace. And when you’re wafting along down the highway, the grumble and growl from the 550-horsepower 5.0-liter supercharged V-8 fades into the distance.

Of course, when you stomp on the accelerator, the XJR tosses its top hat aside and turns in a nice impression of Dr. Jekyll and Mr. Hyde. The official run from 0 to 60 mph takes 4.4 seconds, and the XJR feels every bit that quick. The usually sedate engine develops a deep and guttural burble, and the rear of the Jag digs into the asphalt as the front of the car tilts ever-so-slightly upwards.

A small spoiler on the trunk and quad exhaust tips announce that this isn't your average XJ sedan.

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The XJR sports a revised front fascia with larger cooling ducts for the front brakes.

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Whether dicing with traffic in New York, or on open and empty roads, the XJR balances power and agility into one very alluring package.

(Nick Kurczewski)

It’s not the supremely planted and always level-headed experience you might find in an AMG Mercedes-Benz, or the Audi RS7 we recently tested. The Jaguar feels looser limbed, and the ride and handling balance is tilted more towards the comfort end of the spectrum, no matter which driving mode you might select.

That’s fine, not every single mega-horsepower luxury car should have the same Autobahn-devouring mannerisms. I wouldn’t mind more feel to the steering, though I’d rather have the XJR’s directness and lithe reflexes, versus an abundance of artificial steering heft masquerading as road feel. The brakes, which are upgraded to match the extra power in the XJR, have a smooth and progressive bite.

Like the driving experience, the cabin and dashboard of the XJR goes its own way. German rivals, in particular Audi and Mercedes, have some tech-intensive interiors that feel hewn from solid granite. That’s not the case in the Jaguar, where there is a little more emphasis on flashy details and a less sober-looking overall layout. I found the touch-screen infotainment system to be intuitive, however, and the Meridian sound system is mind-blowingly clear and loud.

The XJR cabin isn't as sober and business-like as some rivals, but the materials used are very impressive.

(Nick Kurczewski)

The gearbox is controlled via a rotary dial that raises and lowers in the center console.

(Nick Kurczewski)

The gauge cluster in the XJR is truly classy - retro but also modern, it's a very cool touch.

(Nick Kurczewski)

Power isn't in short supply, but rear legroom isn't exactly one of the XJR's finest attributes - a long-wheelbase variant is also available.

(Nick Kurczewski)

It's not as sexy as a supercharged engine, but the 15.2 cu. ft. trunk is equally useful - at least when you need to haul more than...you get the point.

(Nick Kurczewski)

The front seats are extremely comfortable, even if the high cornering loads possible in the XJR warrant some extra side bolstering.

(Nick Kurczewski)

Again, the end result is not necessarily better, but it’s refreshingly different. I personally love the round vents and the transmission’s pop-up rotary dial. It raises and lowers whenever you start or stop the Jaguar. Does it serve a real function? Well, maybe it frees up some space on the center console. Oh who are we kidding? It looks cool and, hey, this is a Jaguar, so that’s reason enough!

A little more bolstering in the front seats would be nice, considering how quickly you can throw this sedan into corners and highway on-ramps. Rear passengers will definitely want some extra legroom – I was pretty stunned at the snugness of the XJR’s rear seats. There is a long-wheelbase model, if you want the ultimate in rear passenger coddling and comfort.

Economy is about what you’d expect: 15-mpg in the city, 23-mpg on the highway. That’s nothing to brag or gripe about, but Jaguar does equip the XJR with a stop-start system that makes the slightest nod towards the interests of fuel economy.

The XJ sedan still has a very unique look and design amongst a crowded full-size luxury sedan market.

(Nick Kurczewski)

The 550-horsepower supercharged V-8 engine is coupled to an 8-speed automatic transmission equipped with paddle shifters.

(Nick Kurczewski)

The Jaguar XJR's brakes are upgraded to cope with the extra performance in this supercharged sports sedan.

(Nick Kurczewski)

While it's normally very quiet, the supercharged V-8 in the XJR emits a fantastic snarl when you stomp on the accelerator.

(Nick Kurczewski)

The XJR hood features small vents with "Supercharged" script - we love it!

(Nick Kurczewski)

In the thick of New York traffic, or on open roads outside of the city, the XJR has a relaxed driving attitude that makes you feel immediately comfortable from behind the wheel. For a car with this much horsepower, the Jag doesn’t goad you into acting like an idiot – like some other performance sedans. But based on past experience – such as hustling a long-wheelbase XJ around the Nürburgring Nordschleife in the pouring rain several years ago (yes, I love my job!) – I know this agile chassis can play when you really want it to.

With an as-tested price of $120,895, the Jaguar XJR rides along the boundary of near-exotics and ultimate super sedans. It’s an awfully large price to pay, but the end result is a performance car that doesn’t need to bludgeon you to get the point across it’s truly a class act.